Locomotive and stoker therefor



Dec. 5, 1939;

Tin-1.1..

E. A. TURNER ET AL LOCOMOTIVE AND STOKER THEREFOR Filed July 27, 1937 &

4 Sheets-Sheet l INVENTORS E. ARCHER TURNER CHARLES J- SURDY TORNEYfi Filed Jul 27, 1937 4 Sheets-Sheet 2 TURNE SuRD INVENTORS TORNEYfi E. ARCHER CHARLES J.

BY W Q %& Q as N k \R I H O m J m Q ww x o o QR WIN mNmk l I.

Dec. 5, 1939. E. A, TURNER ET AL LOCOMOTIVE AND STOKER THEREFOR Dec. 5, 1939.

E. A. TURNER ET AL LOCOMOTIVE AND STOKER THEREFOR Filed July 27, 195'? 4 Sheets-Sheet 3 RNVENTORS E. ARCHER TURNER CHARLES J. SURDY -BY ATTORNEY5 Dec. 5, 1939. E A, T RNER A 2,182,506

LOCOMOTIVE AND STOKER THEREFOR f ARCHER 7Z/RNER 6 3 R4 58 (f. 54/90 Y.

A ORNEY5 Patented Dec. 5, 1939 UNITED STATES PATENT OFFICE Surdy,

Tuckahoe, N. Y., assignors to The Standard Stoker Company, Incorporated, a corporation of Delaware Application July 27, 1937, Serial No. 155,902 10 Qlaims. (Cl. 110-'-1 03)-' This invention relates to locomotiveshaving a firebox which is divided into a pair of furnaces or combustion chambers. More particularly, the present invention relates to stokers arranged for 5 supplying fuel to such furnaces or combustion.

' chambers.

The efiiciency of a locomotive boiler depends to a great extent upon the evaporation surface of its firebox since it is obvious that the greater 10 the evaporating surface, less time is required to transform water into steam.

Accordingly, one object of this invention is to' increase the evaporating surface of a locomotive boiler firebox.

15 In carrying out this object, and as a still further object of our present invention, the locomotive boiler firebox is divided longitudinally into a pair of furnaces or combustion chambers by means of a hollow, water circulating structure.

20 Another object of this invention resides in the provision of a stoker especially adapted to feed fuel into each of the furnaces or combustion chambers provided in the locomotive boiler firebox. a

'25 It is also an object of this invention to provide a stoker arranged to feed fuel into each of the furnaces or combustion chambers in a manner to maintain a predetermined pressure of steam in the boiler.

I A still further object of this invention is to provide a stoker so arranged that one furnace is constantly being supplied with fuel during normal operation of the locomotive while the other furnace receives fuel only at such times when- :6 ever peak loads are imposed-on the locomotive boiler.

Another object of this-invention resides in providing suitable means for maintaining a pilot fire within the furnace into which fuel is de- 40 livered by the stoker at intervals necessary to.

reach peak demands. Other objects and their advantages will become apparent as the following description is read in connection with the accompanying draw- 45 ings, in which:

Figure 1 is a longitudinal view of a locomotive, the greater portions of which have been broken away, with the invention in position;

Figure 2 is a plan view of the structure shown 60 in Figure 1 as viewed along the line 2-2 of Figure 3;

Figure 3 is a transverse vertical section taken on the line 2-3 of Figure 1;

Figure 4 is'a rear elevation of the locomotive taken on the line 4-4 of Figure 2;

Figure 5 is a sectional view of v the control valve shown in Figure 4; v

Figure 6 is an enlar ed plan'view of the stoker drive engine with portions broken away to show certain parts in section; '5

Figure 7 is an enlarged fragmentary view taken along the line 'I-'| of Figure 4;

Figure 8 is a view somewhat similar to Figure 4 showing a modification; and

Fig. 9 is a fragmentary sectional view on the 10- line 9-9 of Fig.

Referring first to Figures 1 and '7, inclusive, L indicates a locomotive, Tthe tender and C a coupling therebetween. The locomotive L comprises a frame lll which is carried upon the running gear II in known manner. Above the.

frame I0 is a .boiler l2 which includes a firebox l3 'and fiues H for conducting products of combustion from the firebox ll to the smokebox l5.

Drafting of the firebox I3 is accomplished by back flue sheet IS, the back wall 20, si e walls- 2|, 22, and the crown sheet 23. In ace rdance with the present invention, the firebox l3 is divided longitudinally into a primary furnace Na and an auxiliary furnace 13b by meansof a hol- 35 low water circulating wall 24 attached at its upper side to the crown sheet 23 and thence extending downwardly to fit loosely into a recess 25 formed with the center grate bearer bar 26. Each furnace I30, llb is provided with grates 40 I8 and an arch 21 consisting of refractory material 28 supported by the tubes 29. Rearward of the back wall 20 is a cab 30 having a deck 2| above which 'deck the back wall 20 is provided ,with a pair of openings 32, 32, one foreach fur- 5 'nace "a, lib, respectively. Each opening 32,,

22 is arranged to permit access to the interior of a respective furnace "a, lib in order to supply each with fuel and for maintenance purposes. ,A stoker S supplies fuel into each fur- 5o nace l3a, llb in a manner hereinafter to be described. This stoker comprises a conveyor 34 leading orwardly from the fuel supply b'n on the te er T, and a fuel conveyor 25 disposed on the locomotive arranged to receive fuel from the conveyor 34 and deliver it into the firebox l2. The conveyor 34 includes a trough conduit 36 having a screw 31 therein arranged to urge fuel against a crusher 38 and deliver the crushed fuel in a chamber or hopper 39 which is disposed on-the locomotive and forms a portion of the conveyor 35. At its forward end, the trough conduit 36 is provided with-a ball member 40 fitted into a spherical seat 4| of the hopper 39 to form a universal connection 42 between the conveyors 34 and 35. Rollers 43 carried by the trough conduit 36 afford flexible support for the conveyor 34 on the tender T.

Immediately forward of the conveyor screw 31, the hopper 39 is provided at a respective side thereof with a jet member 44, 45. The jet member 44 receives pressure flu d from a supply line 46 while the jet member 45 receives pressure fluid from a supply line 41. Each jet member 44, 45 is arranged to issue blasts of pressure fluid forwardly through a respective curved tubular conduit 48, 49, the former communicating with the opening 32 of the primary furnace |3a while the latter is in communication with the opening 33 of the auxiliary furnace |3b.

Crushed fuel delivered to the hopper 39 passes into the zone of action of jet members 44, 45 for propulsion through the respective tubular conduits 48, 49. At the forward end of each tubular conduit 48, 49 in a distributor member 58, 5|, respectively, for spreading fuel evenly over the grates |8 of the furnaces l3a, I317. The portion of each firing opening 32, 33 below a distributor member 58, 5| is closed by a door 52, 53, respectively, each of which is provided with a power operating mechanism 54. A divider 55 is provided in the hopper 39 and it may be manually adjusted at any suitable angle to control delivery of fuel to each jet member 44, 45. A multicylinder engine 56 operates the conveyor screw 31 by means of shafting 51 and suitable gearing (not shown) which connects the screw 31 and the shafting 51 in known manner. A line 58 supplies pressure fluid for operating the engine 56.

When the locomotive L is operating the primary furnace |3a is supplied with fuel at a more or less constant rate, while the auxiliary furnace |3b receives fuel only at times when high operating peaks are to be reached. These peaks may occur while the locomotive is negotiating steep grades or hauling a heavy train. Under these conditions it is essential that a high steam output of the locomotive boiler, at high pressures, be attained. Accordingly, means, responsive to pressure of steam within the boiler, are provided for controlling the operation of the stoker S in a manner to achieve adequate delivery of fuel to both furnaces l3a, |3b when the pressure of steam within the locomotive boiler l2 reaches a predetermined minimum point. This means also functions to interrupt delivery of fuel to the auxiliary furnace |3b when the pressure of steam within the boiler l2 reaches a predetermined maximum point. Secured to the back'wall 20 is a valve V comprising a casing 59 within which is mounted a piston valve 68. Steam is conducted to the valve v 'spectively.

' cured to the housing 8|.

from the boiler 2. It is to be understood that when the valve 60 is balanced in the position I shown in Figure 5, the pressure of steam in th boiler I2 is being maintained at the required point by operation of the primary furnace |3a only.

The piston valve 68, when in the position shown in Figure 5, closes off the port 65 from which lead the pipes 41 and 66, the pipe 41 supplies pressure fluid (steam) to the jet member 45 while the pipe 66 supplies steam to a cylinder 61 which is mounted upon the transmission gear case .68. Within the gear case 68, which is secured to the engine 56, are the shafts 69 and 10; the former being journaled within the crankshaft 1| of the engine and carrying a coupling 12 on its exterior portion to which coupling the shaft 51 is operatively connected. A gear 13 is made fast to the end of the crankshaft 1| and it meshes with a slightly larger gear 14 loosely mounted on the shaft 10; the latter shaft has keyed thereto a gear 15 which meshes with slightly larger gear 16 secured to the shaft 69.

Gears 13 and 14 are provided with clutch teeth The shaft 88 extends above the gear case 68 into a housing 8| and has secured thereto an arm 82 which has an operative connection with the rod 83 of piston 84. This piston 84 is disposed within the cylinder 61 which latter is se- In the absence of pressure fluid reaction on piston 84, as supplied by pipe 66, a spring 85 maintains-the piston 84, and consequently the clutch shifter 19 in the position shown in Figures 6 and 7, respectively.

Assuming that the locomotive L is operating under a light load, only the primary furnace |3a will be supplied with fuel, and the piston valve 60 will be balanced in the position shown in Figure 5. When steam consumption by the locomotive increases due to a heavier load, or for other reasons, the presure of steam within the boiler l2 will be lowered. Thisv causes a corresponding drop in pressure of steam reacting upon the right side of piston valve 60, whereupon the spring 62 will force the valve 60 to the right and establish communication between the pipe 6| and the port 65.

In this manner, steam is conducted to the jet member 45 by means of the pipe 41 so that the fuel within the hopper 39 will be propelled through the tubular conduit 49 over the grates I8 of the auxiliary furnace I3'b. Simultaneously, steam will be admitted to the pipe 66 for moving the piston 84 against the tension of the spring 85. This will cause rotation of the shaft whereby the shifter 19 will move clutch 18 to a disengaging position with reference to the clutch teeth 14a of gear 14, while clutch 11 engages the teeth 13a of gear 13." Thus the crankshaft 1| operates the shafting 51 directly in order that the conveyor screw 31 may deliver the greater quantities of fuel necessary to supply the primary and auxiliary furnaces. When only the primary fur- I nace |3a 'is operating the clutch shifter 19 is in the position shown in Figure 6, whereby the shaft .69, and consequently shafting 51, is operated through the reduction gearing 13, 14, 15 and 16 so that the shaft 69 rotates at a speed about onehalf of that of the crankshaft 1|. This is necessary in order that an oversupply of fuel may notbe delivered into the hopper 39 when only the jet member is operative.

5 Since there may be prolonged periods during which the auxiliary furnace I31) does not receive fuel, a pilot fire is maintained at all times in' this furnace. For this purpose, unconsumed particles of fuel deposited within the smokebox I5 are caused to drop into a trough 90 from which-they are propelled forwardly by jets of pressure fluid issuing from the head 9I. The fuel particles are propelled forwardly through a tube 92 which communicates with the auxiliary furnace 13b. It will be understood that before thelooomotive is placed on the out-going track, a fire is built up and maintained in each furnace I311, I31) in the usual manner. However, when the stoker Sis. delivering fuel to the primary furnace Isa, the unconsumed products of combustion therein, which are sometimes considerable due to the type of fuel used, are dehvered from the smokebox I5 into the auxiliary furnace ISb. -This arrangement will efiiciently maintain a light fire within the auxiliary furnace I3b so that when the stoker S supplies fuel to the auxiliary furnace as hereinbefore set forth, a heavieffire may be quickly attained.

In the modification illustrated in Figure 8, so the locomotive L is of a construction similar to that shown in Figures 1 and 1, inclusive, and

' includes a boiler M2, the firebox N3 of which is divided into the primary furnace II3a and the auxiliary furnace M3?) by means of a water circulating wall I29. Each furnace 3a, II3b is provided with a respective firing opening I32, I33 in the back wall I20. The stoker S includes a fuel conveyor I95 disposed on the locomotive L above the frame I00 thereof and having a 40 hopper I39 into which fuel is delivered by a conveyor such as that indicated by in Figures 1 and 2. Within the hopper I39 is a divider I55 operable to apportion the amounts of fuel delivered to the lower end of each elevat- 5 ing screw 95, 96 received in the tubular conduit I48, I49, respectively. The elevating screw 95.

' urges fuel upwardly along the conduit I48 and deposits the fuel in front of a jet member I44 which projects the fuel through a distributor 50 member I50 for distributingthe fuel to all parts of the firebed in the primary furnace 3a. Likewise, the screw 98 delivers fuel into the zone of action.of jet member I45 which projects the fuel through the distributor member I5I and over the firefid inthe-auxiliary furnace 3b. Pressure fluid such as steam is conducted to the jet members I44, I45 by pipes I46, I41, respectively.

The hopper I89 is provided with a bore 91 which houses and serves to maintain in operative relation the gearing for operating the screws 95, 96 in a manner well known in the art, as in Patent No. 1,828,116, granted October 20, 1931. At one side of the hopper I39 is anengine I58 which operates 'a shaft IOI having mounted thereon the worm gears I02 and I03, operatively associated with the screws 95, and 96, respectively. The worm gear I02 is made fast to shaft IOI while the worm gear I03 is loosely mounted thereon but arranged to be keyed to the shaft IOI through the intermediacy of a clutch 104. Power is also supplied from the engine I56 for operating a shaft I51 which is arranged to drive, at proper rates of speed, a

- suitable conveyor screw (such as that shown at ,81 in Figure 2 for delivery of fuel into the hopper I39.

A worm gear I05 is loosely mounted on the end of shaft I 0| and it meshesa worm wheel I06 which is keyed to the shaft I51. The worm 5 gear I05 may become keyed to the shaft I01 by means of a clutch I01 whereupon a direct drive is attained for theworm gear I05. In order to provide for a reduced speed of the worm gear I05, and consequently, a reduced speed for 10 the shaft I51 and the conveyor screw connected thereto, the worm gear I05 has secured thereto a gear I08 meshing with a gear I09 on the countershaft H5 in the gear case I68. The

- countershaft H5 also carries a gear H6 in mesh 15 with a gear II1 loosely mounted on the shaft IN. The clutch I01 is arranged to engage gear II1 for keying the same to shaft IOI whereupon the worm gear I05 will be operated through speed reduction gearing H1, H6, I09, I08. Move- '20 ment of clutches I00 and I01 is accomplished. through shifters 8 and 9 respectively, each of which are mounted on a rod 1.

As in the preferred embodiment of our invention, a valve V is utilized to control the operation of the stoker S as determined by steam requirements of the locomotive. The valve V receives steam through a pipe I61 which is connected to the main supplylead I58, the latter supplying pressure fluid for operating the engine 30 I56. Supply line I96 for the jet member I99 also is connected directly with the main lead I58. The pipe I41, which admits stam to the jet member I45 receives steam from the valve V as does the pipe I66 which conducts steam 35 rto the cylinder I61 for operating the piston I84 against the tension of spring I85. One end of the clutch operating rod 1 is secured to the piston I84. v

In the operation of this embodiment of our o invention, the parts are in the position shown in Figure 8 when the fire in the primary furnace II3a is sumcient to maintain the pressure of 'steam in the locomotive boiler at the required point. Upon any substantial reduction of steam pressure in the boiler, the valve V acts to admit steam to pipes I41 and I66, which causes operation of the elevating screw 96 and jet member I45. It will also be apparent that more fuel. will be delivered into the hopper I39 because a direct drive for worm gear I05 has been attained. In this manner, fuel will be supplied to the auxiliary furnace 3b. A pilot fire within the auxiliary furnace 3b ismaintained by the feeding of unconsumed particles of" fuel resulting from combustionwithin the primary furnace I I 80.

From the foregoingfit will be apparent to those familiar with the art that a highly efllcient stoker has been provided for feeding fuel to the several furnaces of a single boiler. While 00 the invention has been described in connection with a locomotive boiler it is to be understood -that its use is not limited to this field alone. and that'features of our invention are of general application. 66

We claim:

1'. In a fluid boiler having a firebox,- a stroker for delivering fuel into the firebox comprising at; pair of conveyors delivering to said firebox, a con- 5 veyor for supplying fuel to said first named con- 70 veyors, means for operating said last named conveyor including a change-speed transmission, a pressure fluid jet member associated with each of said pair of conveyors for projecting fuel into the firebox, pressure fluid means for ing said change-speed transmission, and means responsive to pressure of fluid in said "boiler for controlling the flow of pressure fluid to the secgld named means and to one of said jet memrs. 2. In a fluid boiler having a firebox, a stoker for delivering fuel into the firebox comprising a pair of conveyors delivering to said firebox, a

conveyor for supplying fuel to said first named 3. In a fluid boiler having a firebox, a stoker for delivering fuel into the firebox comprising a pair of conveyors delivering to said firebox, gearing for operating said conveyors including a clutch arranged to engage or to disengage said gearing from operative relation with one of said conveyors, a conveyor for supplying fuel to said first named conveyors, change-speed transmission gearing for operating said last named, conveyor including a clutch for controlling said changespeed transmission gearing, and means responsive to pressure of fluid in said boiler for operating said clutches.

4. In a fluid boiler having a firebox, a stoker for delivering fuel into the firebox comprising a pair of conveyors delivering to said firebox,

gearing for operating said conveyors including a clutch arranged to engage or to disengage said gearing from operative relation with one of said conveyors, a conveyor for supplying fuel to said first named conveyors, change-speed transmission gearing for operating said last named conveyor including a clutch for controlling said change-speed transmission gearing, a pressure fluid jet associated with each of said pair of conveyors and arranged to receive fuel therefrom for projection into the firebox, and means responsive to pressure of fluid in said boiler for controlling the supply of fluid to one of said jet members and also for operating said clutches.

5. In a fluid boiler having a firebox, a stoker for delivering fuel into the firebox comprising a plurality of fuel feeding units, a conveyor, mechanism for rendering said conveyor operative to supply fuel to said fuel feeding units at' desired rates of feed, means for rendering the fuel feeding units operative to deliver into the fireboxthe fuel received from said conveyor, means responsive to pressure of fluid in said boiler for interrupting operation of one of said fuel feeding units, and added means cooperating with the second named means for reducing the rate of delivery of said conveyor without substantial change in the rate of delivery of the other of said fuel feeding units.

6. In a fluid boiler having a firebox, a stoker for delivering fuel into said firebox comprising a plurality of fuel feeding units, a conveyor, mechanism for rendering said conveyor operative to supply fuel to said fuel feeding units at desiredrates of feed, means for rendering the fuel feeding units operative to deliver into the firebox the fuel received from said conveyor, means responsive to increase in pressure of fluid in said boiler above a predetermined point for interrupting operation of one of said fuel feeding units, and added means cooperating with the second named means for reducing the rate of delivery of said conveyor without substantial change in the rate of delivery of the other of said fuel feeding units.

7. In a fluid boiler having a firebox, a stoker for delivering fuel into said firebox comprising a plurality of fuel feeding units communicating with said firebox, pressure fluid means for urging fuel through said fuel feeding units and into said firebox, a conveyor, mechanism for rendering said conveyor operative to supply fuel to said fuel feeding units at desired rates of feed, means responsive to pressure of fluid in said boiler for interrupting conveyance of fuel through one of said fuel feeding units by pressure fluid means, and added means cooperating with the second named means for reducing the rate of delivery of said conveyor without substantial change in the rate of delivery of the other of said fuel feeding units. l

3. In a fluid boiler having a firebox, a stoker for delivering fuel into said firebox comprising a plurality of fuel feeding units communicating with said firebox, pressure fluid means for urging fuel through said fuel feeding units and into said firebox, a conveyor, mechanism for rendering said conveyor operative to supply fuel to said fuel feeding units at desired rates of feed, means responsive to increase in pressure of fluid in said boiler above a predetermined point for interrupting conveyance of fuel through one of said fuel feeding units by pressure fluid means, and added means cooperating with the second named means for reducing the rate of delivery of said conveyor without substantial change in the rate of delivery of the other of said fuel feeding units.

9. In a fluid boiler having a firebox, a stoker for delivering fuel into said firebox comprising a plurality of fuel feeding units, a conveyor for delivering fuel to said fuel feeding units, mechanism for rendering said conveyor operative at desired rates of speed, means for rendering the fuel feeding units operative to deliver into the firebox the fuel received from said conveyor, means responsive to pressure of 'fiuid in said boiler for interrupting operation of one of said fuel feeding units, and added means cooperating with the second named means for reducing the speed of said conveyor without substantial change of speed of the other said fuel feeding units.

10. In a fluid boiler having a firebox, a stoker for delivering fuel into said firebox comprising a plurality of fuel feeding units, a conveyor for delivering fuel to said fuel feeding units, mechanism for rendering said conveyor operative at desired rates of speed, means for rendering the fuel feeding units operative to deliver into the firebox the fuel received from said conveyor, means responsive to increase in pressure of fluid in said boiler above a predetermined point for interrupting operation of one of said fuel feeding units, and added means cooperating with the second named means for reducing the speed of said conveyor without substantial change of speed of the other said fuel feeding units.

E. ARCHER TURNER. CHARLES J. SURDY. 

